Rotary engine.



No. 743,074. i PATENTED NOV. 3,y 1003.

J. P. L. HALYBURTON.

ROTARYBNGINE. APPLIQATION FILED JULY a0. 1902. No MODEL. K 2 sums-SHEET 1.

mznbnms PETERS cui, Pnomu'mo.. WASHING-ron. n. c

PATENTED NOV. 3, 1903.

J. P. L. HALYBU'RTON.

ROTARY ENGINE.'4 APPLICATION FILED JULY 30. 1902.

2 SHEETS-SHEET 2.

N0 MODBL.

UNITED STATES Patented November 3, 1903.

PATENT OFFICE.

JOHN P. L. HALYRURTON, OE OAMDEN, NEW JERSEY, Ass'IGNOR To WAR- REN WEBSTER AND COMPANY, A CORPORATION OE NEW JERSEY.

ROTARY ENGIN E.

SPECIFICATION forming part of Letters Patent No. 743,074, dated November 3, 1903.

Application iled July 30, 1902. Serial No. 117,595. (No model.)

To all whom, it may concern,.- Be it known that I, JOHN P. L. HALYBUR- TON, of the city and county of Camden, State of New Jersey, have invented an Improvement in Rotary Engines, of which the following is a speciiication.

My invention has referenceto rotary engines; and it consists of certain improvements, which are fully set forth in the following specification, and shown in the accompanying drawings, which form a part thereof.

The object of my invention is to construct a rotary engine having constant admission of steam, variable cut OE, constant and free exhaust, and a minimum clearance, also to have freedom from thrusts of any objectionable kind, balanced to the action of steam and to rotation, and with portopening capacity quicker and larger than in reciprocating engines now in use, all of which insures proper steam distribution.

My improved engine consists of a cylinder or casing inclosing a revolving center piece, with two pressure-bars placed diametrically opposite and two rotating abutments with cavities therein for the free passage of the pressure-bars at those points, two valves, preferably of the Corliss or rotary type, located in their chambers, having a port or ports leading into the chamber-inclosing the rotating center piece and abutments, said ports being located at the point of intersection of the circles which form the inner Wallsv ofthe chambers inclosing the rotating center piece and the abutments.

My invention consists, further, in details which, together with the above-specified features, will be better understood by reference to the drawings, in which- Figure 1 is an end elevation of` an engine embodying my invention. Fig. 2 is a sectional plan view of same on line 2 2 of Fig. l. Fig. 3 is a side elevation of my improved engine.

Figs. 4 and 5 are transverse sections on linev chest J by a valve J', andthe exhaust escapes by the exhaust-chamber K. The cylinder B is cylindrical and has two abutmentchambers Gr and two valve-chambers H, one of each of the said chambers G and' I-I being 55 arranged as 'pairs and said pairs located diametrically with respect to the cylinder.

Within the cylinder B is a center piece F, cylindrical inform and of less diameter than theintcrnal diameter of the cylinder and has 6o upon its periphery diametrically arranged two pressure-barsff, the outer parts of which sweep the interior of the cylinder.

Suitable packing-strips S are provided on the pressure-barsf and are held out against the walls of the cylinder by centrifugal force or by the action of steam, as is well known.

Within the chambers G are arrangedrotating abutments I, consisting of plain cylinders of very slightly less diameter than the 7o chambers G and having longitudinal concavities c', which in rotation receives the pressurebars f, as shown in Figs. 4 and 6. The space G between the rotating abutments and the inner Walls of their chambers G is normally occupied by steam and operates to largely balance the said abutments with respect to pressures.

P represents packing.- strips and make steam-tight joints between the abutments I 8o and the cylinder and act to normally closethe spaces G to the cylinder-space adjacent to the exhaust-ports k. These packing-strips are held in place by bolts p.

The packing-strips P prevent steam passing from the space G of the abutments until exhaust has taken place, and then it is effective on the pressure side of the pressurebars.

Unison of motion between the rotating cen- 9o ter piece F and the rotating abutments I at the time the pressure bars f are passing through the cavities c' of the abutments is preserved by three gears, one, R, placedr on the main shaft C, and the other two, R' R', 95 on the journals of I[he abutments, their diametrical pitch being the same as the diameter of the rotating center piece F and the diameter of the abutments I, respectively, and the ratio of diameter of center piece and abutroo ments is at all times as 2 to l.

The shape of the pressure-bars f is preferably that df a cycloidal tooth and the cavity 1I in the abutments I that of the intersection of two epicycloids, thus allowing the pressurebars to closely pass through the cavities, but without touching the abutments.

Thorough lubrication is provided throughout the engine from one point, and oil-grooves T, as shown, are made in the ends of the center piece F, so as to insure perfect lubrication and also assist as a seal at this point.

The valves h are located in the valve-chambers H and may be of the Corliss type and rock or rotate over the steam-ports L, leading from the valve-chambers'into the cylinder B. Steam is supplied to the valve-chambers by ports j, leading from the steam-chamber J, and exhaust from the cylinder passes by ports k into the exhaust-chamber K and thence by pipe K to the atmosphere or to another cylinder where it is desired to make my engine of a compound type, as will be readily understood by those skilled in the art. The eX- haust-ports k are located close to the packing-strips P, and the steam-ports L are l0- cated immediately at the juncture of the interior curved walls of the cylinder B and of the abutment-chambers G, as shown more fully in Fig. 6. When the steam enters the port L, the pressure-barfis just in position to close that portion of the port which is on the interior of the cylinder B, and hence the steam is directed back of the pressure-bar Y into Athe eavitytof the abutment and also into the space G about it. The location of these ports L is an essential feature to the successful working of the engine, as is also the particular feature of ball-balancing the pressure on the rotating abutments. The portsL must be located partly on one side and partly on the other side of the point of intersection of the circles of the cylinder B and the abutmentchamber G and is a part of the space G at the back of the rotating abutments. This port L is located thus for the reason that the instant contact is made between the center piece and abutments at point G3 the valve h begins to open and the pressure-bars f have arrived at the point of intersection of the circles, Figs. 4 and 6, so that steam is admitted between the pressure-bars and abutments by that side of the port toward the abutments, at the same time passing around the abutment in the space G as far as the packingstrips P and forcing the abutment I against the surface of the center piece to insure tightness at that point and a rolling driving contact. The side of the steam-port L toward the center piece F is at this time obstructed by the pressure-bars, as shown in Fig. 6; but when the pressure-bars fhave passed this point steam will pass by that side toward the center piece and be directed toward the receding pressure-bars, theother side having become obstructed by the rotating abutments, as shown in Fig. 5. The object of this is also to reduce the clearance or space at the back of the pressure-bars to a minimum at the beginning of steam admission.

It Will be observed that the abutments I are balanced as to steam-pressure except for the small portion between the point of rolling contact with the center piece and the packing-strip, so that but little wear comes upon the bearings I', and the proper contact with the centerpiece is assured to make a steamtight joint.

When the shafts I of the abutments I eX- tend through the casing, they are passed through stufflngboxes r, as shown in Fig. 2. When the valve-shafts??J extend through the cylinder-heads, stuffing-boxes N are used to make a tight joint. A stuffing-box C is also used for the main shaft C where it passes through the head of the cylinder.

The valves are operated by the following means: Each valve-shaft n is provided with a cross-arm N. A rocking head M is pivoted near the bed-plate and is rocked by the eccentric M and rod m. The head M is connected by parallel links o o with each of the cross-arms N of the valves, said links operating upon opposite sides of the pivot-points of the arms N and cross-head M. The object of this is to avoid all undue strains upon the bearings of the valve-shafts n, and hence prevent excessive wear and loss of power due to needless friction.

The operation of the engine may be described as follows: At the instant contact is made between the rotating center piece F and rotating abutments I at point G2 the valve then begins to open. Steam is admitted to the space i between the pressure-bars fand abutments I, at the sanne time passing around the abutments and into the curved space G' as far as the packing-strips P, thereby balancing them to the action of steam except that part between the packing-strip and the point of contact G2. As this part is unbalanced, it always insures proper contact between the center piece F and abutments I due to the pressure of steam on the back of the abutments. Rolling contact is thus established at this point and relieves allpressure on the journals I/ of the rotating abutments I. As the steam is admitted simultaneously to the back of the pressure-barsfat points diametrically opposite, there is no thrust on the main shaft C which carries the center piece F, thus making this part what might be called a Heating center. When the points G3 of the abutments have reached the points of the packing-strips P, the back of the pressurebars f have reached the exhaust-ports 7c, and exhaust then takes place either to the atmosphere from a simplex engine or from the highpressure cylinder to the low-pressure cylinder of a compound engine. In a compound engine of this type the pressure-barsf of the low-pressure cylinder would of course be placed at right angles, or nearly so, to the pressure-bars of the high-pressure cylinder.

IrO

IIO

The low-pressure cylinder would be also of a larger diameter than the high-*pressure cylinder, thus having steam at a reduced pressure acting on an increased periphery and increased velocity, as will be evident to those skilled in the art. Steam is controlled by the shaft-governor M2, which actuates the admission-valves and varies the point of cut off according to load by automatically adjusting the eccentric M', which through the valve-gear operates the Valves h.

It is evident that this engine may be operated by compressed air in place of steam, and it is also to be understood that by positively rotating the center part the engine may be utilized as a pump. Hence in designating it as a rotaryengine I do not limit myself to any particular use or function of the mechanism, said term to be taken in a generic sense. It is also evident that while I have shown two sets ot rotary abutments, pressure-bars, steam and exhaust ports and preferto employ said two sets one set of these ports alone need ibe employed.

While I prefer the construction shown as being excellently adapted to the purposes of my invention, the details may be varied Ywithout departing from the spirit of the invention.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a rotary engine, the combination of a cylinder-case havingatransversely-arran ged abutment-chamber intersecting the steamspace of the cylinder-case, an exhaust-port andasteam-port openinginto the steam-space at the juncture of the walls of the cylindercase and abutment-chamber; the steam-port being located at the juncture of the walls of the cylinder-case and abutment-chamber and a portion of its area being formed in each of the said walls; a rot-ating central part within the cylinder-case and having one or more projecting parts upon which the steam acts; a valve to control the steam to the steam-port; and a rotating abutment-cylinder within the abutment-chamber having a recessed portion to coact with the passing projecting part or parts of the central part.V

2. In a rotary engine, the combination of a cylinder-case having a transversely-arranged abutment-chamber intersecting the steamspace of the cylinder-case, an exhaust-port and a steam-port the latter opening into the steam-space at the juncture of the walls of the cylinder-case and abutment-chamber and with a portion of its area formed in each of the said walls; a rotating central part within the cylinder-case and having one or more projecting parts upon which the steam acts; a valve to control the steam to the steam-port; a rotating abutment-cylinder within the abutment-chamber having a recessed portion to coact with the passing projecting part or parts of the central part and of a diameter slightly less than the diameter of the abutment-chamber so as to form a shallow steam-space between the walls of said chamber and the abutment-cylinder; and a packing-strip between the wall of the abutment-chamber and the abutment-cylinder on the side thereof most distant from the steam-port.

3. 'In a rotary engine, the combination of a cylinder-case having a transversely-arranged abutment-chamber intersecting the steamspace of the cylinder-case, an exhaust-port and steam-port the latter opening into the steam-space at the juncture of the walls of the cylinder-case and abutment-chamberand with a portion of its area formed in each of the said walls; a rotating central part within the cylinder-case and having one or more projecting parts upon which the steam acts; a valve to control the steam to the steam-port; a rotating abutment-cylinder within the abutment-chamber having a recessed portion to coact with the passing projecting part or parts of the central part and of a diameter slightly less than the diameter of the abutment-chamber so as to form a shallow steam-space between the walls of said chamber and the abutment-cylinder; a packing-strip between the wall of the abutment-chamber and the abutment-cylinder on the side thereof most distant from the steam-port; and gearing between the rotating central part and the rotary abutment whereby they are caused to rotate at relative proper speeds.

4. In a rotary engine,the combination of the cylinder-case having a transversely-arranged abutment-chamber intersecting the steamspace of the cylinder-case, an exhaust-port and a steam-port opening into the steam-'space t at the juncture of the Walls of the cylindercase and abutment-chamber so as to-supply steam into the abutment-chamber; the said steam-port having a portion of its area formed in each of the said walls; a rotating central part within the cylinder-case and having one or more projecting parts upon which the steam acts; a valve to control the steam of the steamport; a rotating abutment-cylinder within the abutment-chamber having a recessed portion to coact with the passing projecting part or parts of the central part and of a diameter slightly less than the diameter ofl the abutment-chamber so as to form a shallow steamspace between the wall of said chamber and the abutment-cylinder; and a narrow packing-strip between the wall of the abutmentchamber and the abutment-cylinder on the side thereof most distant from the steam-port and immediately adjacent to the inner walls of the steam-cylinder whereby the steam-space surrounds the abutment-cylinder within the abutment-cylinder.

5. In a rotary engine, the combination of a cylinder-case having a transversely-'arranged abutment-chamber intersecting the steamspace of the cylinder-case, an exhaust-port and a steam-port the latter opening into the steam-space at the juncture of the walls of the cylinder-case and abutment-chamber and IIO with a portion of its area formed in each of the said Walls; a rotating central part Within the cylinder-case and having one or more projecting parts upon which the steam acts; a valve to control the steam to the steam-port; and a rotating abutment-cylinder within the abutment-chamber having a recessed portion to coact with the passing projecting part or parts of the central part and of a diameter slightly less than the diameter of the abut# jacent to the abutment-chamber and having a portion of its area formed in each of said Walls; a rotating central part Within the vcylinder-case and having one or more projecting parts upon which the steam acts; a valve to control the steam to the steam-port; and a rotating abutment-cylinder Within the abutment-chamber having a recessed portion to coact With the passing projecting part or parts of the central part and of a diameter slightly less than the diameter of the abutment-chamber so as to form a shallow steam-space between the Walls of said chamber and the abutment-cylinder and forming a steam-tight joint with the Wall of the chamber at the side most distant from the steam-port.

In testimony of which invention I have hereunto set my hand.

JOHN P. L. HALYBURTON.

Witnesses:

R. M. KELLY, E. GALL. 

